Control system.



H-, C. KNERR.

CONTROL SYSTEM. I APPLICATION FILED Dec. 1, 1914.

' Patented May 29, 19 17.

3- SHEETS-SHEET. I.

no e u u G BY m gg 1 ATTORNEY gITN-ESSES j I G 714.

1m .vmuzls r srsns co.. FHO'IU-LITNLL, WASHING ruN, n. c.

H. C. KNERR'.

CONTROL SYSTEM-- APPLICATION FILD 1mm. 191 4.

1,228,030. Patented May 29, 1917.

3 SHEETS-SHEET 2 WITNESSES: M

Z/MM/ Q I I ATTORNEY H. C. KNERR. CONTROL SYSTEM.

Patented May 29,- 1917.

APPLICATION FILED DEC-1, I914- 3 SHEETS-SHEET 3- Eva "5") Q n k N u a M R g INVENTOR INL NORRIS pzrsns 00.. PNOMLITHQ. wAsnmc mu. 0. c4

HORACE C. KNEE/R, OF PRIMOS, PENNSYLVANIA.

CONTROL SYSTEM.

Specification of Letters Patent.

Application filed December 1,1914. Serial N 0. $74,956. I

To aid whom it may concern: y 7

Be it known that I, HonAon C. KNERR, a citizen of the United States, residing at Primos, county of Delaware, and State of Pennsylvania, have invented a new and useful Control-System, of which the following I is a specification.

My invention relates to a system of control wherein a translating device is caused to consecutively respond to or is .caused to be consecutively actuated or energized by closely succeeding, simultaneous or overlapping electrical control currents or impulses of current.

More particularly my invention resides in a system for consecutively controlling, actuating or energizing a signal setting or signal clearing mechanism or apparatus in response to closely successive or substantially, simultaneous or overlapping signal control impulses; and my invention resides also in such a system in which the signaling apparatus comprises a step-by-step mechanism or car counting mechanism.

hile the foregoing is one of the applications of my invention, it will be understood that my invention is not limited as to the nature of the translating device controlled by the system, and is not limited to the signaling art, except where so expressly stated in the claims.

For an illustration of several of the forms my invention may take, reference is to be had to the accompanying drawings in which:

Figure 1 is a diagrammatic view of an application of my invention to a railway signaling system, involving step-by-step or car counting mechanism.

1 is a detail of a contact for cooperation with another contact for efi'ecting circuit control only upon relative movement of said contacts in a predetermined direction with respect to each other.

Fig. 2 is a diagrammatic view illustrating a modified arrangement of my invention of Fig. 1 and a time element device associated therewith. I

Fig. 3 is a diagrammatic view of a furthermodification of my invention.

Fig. 1 is a diagrammatic view of another modification of my invention.

Fig. 5 is a diagrammatic view, partly in perspective, illustrating a further modification of my invention.

Fig. 6 is a fragmentary elevational view of part of the mechanism of Fig. 5.

Referring to Fig.1, 1 represents a contact conductor, such as a trolley wire, third rail, or the like, of an electric railway system, on an independent signal conductor, whose return conductor will be assumed to be the earth or running rails, though any other return conductor may be employed.

.At various points along the railway are disposed the vehicle controlled contacts '0 c c 0,, and 0 which are adapted to be brought into electrical communication with the conductor 1 in the manner well understood in the signaling art, for effecting certain signal controls. All of these vehicle controlled contacts may be required to control one and the same signaling apparatus. And inasmuch as it may often happen that more than one of, these vehicle controlled contacts is brought into communication with the conductor 1 at the same or substantially the same time, or at relatively short intervals of time from each other, the signaling apparatus would not properly respond to the control that should be effected by each of such vehicle controlled contacts unless recourse were had to a system of thecharacter herein described. 'Here, by way of example, a signalsetting electro-magnet S is required to be controlled by each of the vehicle controlled contactswithout confusion or failure due to the bringing of two or more of the vehicle controlled contacts intocommunication with the conductor 1 simultaneously or substantially simultaneously, or. at two short intervals of time after each other. If the energization of the electro-magnet were to follow exactly the connection of each of the vehicle controlled contacts to the .conductor 1, it will readily be seen that the energizations of the magnet S would not always be separate and distinct, but that there would be a confusion or running together of the controls, with resultant imperfect operation of the signaling system.

Here the electro magnet S is shown as having the movable armature or core 2 which, upon being attracted upon energization of the electro-magnet S compresses the spring 3 and moves the member 4 toward the right, and in so doing causes the pawl 5 to engage the notched wheel 6 to move the same aroundin counter-clockwise direction one step. The wheel 6 is secured upon a Patented May 29, 1917.

shaft '7 which drives a switch disk 8 upon which continuously bears the'brush 9 connected by conductor 10 to the conductor 1. V

In normal position the brush 11 bears upon the lug 12 of the disk 8, thereby allowing current to flow from conductor 1 through conductor 10, brush 9, disk 8, lug 12 and brush 11, through conductor 18 through the winding of the thus normally energized electro-magnet H whose other terminal is connected to earth or return conductor E. Electro-magnet H, therefore, holds its armature 14L in attracted position illustrated, thereby holding the rod 15, passing through guide 16, against the tail or counterweight 17 of the arm18, pivoted at 19, and carrying the semaphore or signal disk 20. Electro-magnet H so holds the disk 20 in the position shown against the efl'ect of gravity which biases it toward the indicating or display position indicated by the dotted circle at 20 The brush 9 connects by conductor 21 with one terminal of the electric signal lamp 22 whose other terminal is connected to the contact 23 adapted to be engaged by the armature 14, which is connected to the earth or return conductor D.

It will accordingly be understood that upon first energization of the electro-magnet S, the wheel 6 is stepped around one notch, thus breaking the circuit between the lug 12 and the brush 11, thereby deenergizing the electro-magnet H, whereupon the rod 15 drops with armaturev 14, and gravity moves the disk 20 to the display position 20,. And when the armature 14 drops it engages contact 23, whereupon the signal lamp 22 glows and gives a further signal indication.

And, as well understood in the signaling art, each successive energization of electromagnet S, as by operation of one or more of the switches 0 0 etc, which may be vehicle controlled, will step the wheel 6 around another step, without, however, affecting the display of signals 20 and 22, since element 12 remains out of contact with element 11, this action usually resulting upon the entry of a plurality of trains or cars into a section or block. And it is well understood in the art of signaling that upon the departure of each of such trains or cars from the block the wheel 6 may be stepped around in clockwise direction one notch or step for each car or trainleaving a block by an electro-magnet which may be similar to the electro-magnet 5i and similarly controlled. And it will therefore be understood that another electromagnet, a signal clearing magnet, may be associated with the wheel 6 to step it in opposite direction, which clearing magnet may be controlled by a system of the character controlling the magnet S about to be described, other vehicle controlledcontacts and associated magnets serving for this purpose. When all of the cars have left the block the switch disk Swill have been stepped back to its original position, thus again causing the engagement of contacts 11 and 12. As an illustration of such a two-way step-by-step device, see the patent to Nachod No. 1,108,127, September 1, 1914.

The vehicle controlled contacts 0 to 0 control the electro-magnets M to M respectively, one terminal of each of these magnets being connected to the earth or return conductor E while their remaining terminals connect respectively with these vehicle controlled contacts.

Each of these electro-magnets, except M is provided with an additional coil, termed a holding coil, these holding coils being indicated at C C C and (1,. These coils are shown connected in series with each other between the contact m and the earth or return conductor E. Thus, one terminal of the holding coil 0 is connected to the contact m and its other terminal to the contact m and one terminal of the coil G, whose other terminal is connected .to the contact m, and to one terminal of the coil C whose other terminal is connected to the contact m, and to one terminal of the coil C whose other terminal connects to the earth or return conductor E.

The magnets M, to M are provided, respectively, with the armatures a, to a the armatures a, to an adapted to engage, respectively, the contacts we, to m when the magnets M to M, are energized, and the armature a, is connected to conductor 24-, which connects through conductor 10 with the conductor 1. The armatures a a, and a, are connected through the resistances a3, a", and 1",, respectively, with the conductor 24.

'Actuated by and movable with the armatures a, to 64,, respectively, are the movable switch levers or elements I), to 6 all electrically connected to the conductor 24 and adapted to engage, respectively, the stationary contacts al to d,, all of which are connected to the conductor 25 connecting to one terminal of the electro-magnet S whose other terminal connects to the return conductor or ground E.

The arrangement of the movable switch elements 72 to b, and their stationary coijperating contacts d, to d, is such that on the upward stroke of the members?) to b, they do not contact with their cooperating stationary contacts, but do engage and contact with them on their return or down stroke. This may be accomplished by the arrangement such as illustrated in Fig. 1, where it will be seen that each of the contacts, as (Z,,

has substantial vertical extent and has on its back a mass of insulating material 26, the upper end of the composite member d 26 of its travel is deflected toward the left, and

when passing beyond the same in reaching its lowermost position springs to the right and is then ready for the next upward movement in engagement with the insulation 26.

It will be understood that the contacts m, to m, are engaged by their respective armatures a, to a, immediately they begin to move in their upward travel, and continue so in contact until they have again fallen to nearly the lower limits of their travel.

It will be understood that each of the mag- *2 nets M, to M, has such power that when energized it can attract its armature upwardly and carry with it the associated switching element; and it will be understood that each of the holding magnets C to C is not of sufficient power, when energized, to so attract the corresponding armature and its associated switching element, but that, when the corresponding armature has been attracted by the corresponding magnet, the holding coil is strong enough to hold it in attracted position after deener 'ization of the magnet.

The operation is as follows:

Some or all of the vehicle controlled contacts c, to may be brought into electrical communication with the conductor 1, by cars or trains arriving thereat, in any order in close succession, or simultaneously, for equal or unequal periods of time, which are eo-incident in whole or only in part, with resultant energization of thecorresponding some or all of magnets M, to M, which accordingly attract their armatures, which, however, are released only consecutively and in a predetermined order of succession, with the result that the electromagnet S will receive a separate and distinct energization for each of the vehicle controlled contacts brought into electrical communication with the conductor 1, without any confusion in or overlapping of the control effects.

By way of example, let it be assumed that contacts 0,, 0 c, and c, are so brought into electrical communication with the conductor 1. The result is the energization of the corresponding magnets M,, M M and M,, which accordingly attract their armatures a a a and a into engagement with the contacts m,, m,,, m, and the corresponding switch levers 5,, b 6, and b, riding up the inconductor 1 through the conductors 10 and 134-, armature a contact on, and through all holding coils C, to C, to earth or return conductor E, these coils being therefore energized and holding the armatures a a, and in attracted positions after deenergization of magnets M M, and M by passage of the vehicles beyond the corresponding vehicle controlled contacts. Since magnet M is not energized, 0 not having been brought into engagement with conductor 1, the energization of coil C, has no effect, and the armature 64, remains in the position illus trated in Fig. 1. Immediately the magnet M, is deenergized, by passage of the vehicle beyond the contact 0,, the armature a, and switch lever 6 fall to normal position indicated in Fig. 1, and in so doing break connection a, and m, and close circuitthrough 7), and 6Z1, whereby current flows from conductor 1, through conductors 10 and 24, switch lever 23,, contact al conductor 25, and through the winding S to earth or return conductor E, energizing the magnet S, which thereupon steps the wheel 6 around one step, as and with the elfects hereinbefore described. It being remembered that the contact between a, and m, persists until the armature a, has almost reached its normal position illustrated, and preferably until after 7), separates from (Z,, it will be seen that coils and C, will not be de'energized until ar mature at, has almost reached its normal position. Deenergization of holding coil C, has no effect, since armature a, had not been attracted. But deenergization of holding coil C allows the armature a and its associated switch lever to fall to normal position, and in so doing the circuit of magnet S is again closed for a period of time, with the result that the wheel 6 is again stepped around another notch or step, Contact between a, and m, persisting until the armature a has almost reached its normal position, and preferably until after 6 separates from (Z holding coil C, is not deenergized until such time as switch lever b, has traversed its cooperatingstationary contact Then upon deenorgization of holding coil C, armature a, falls, and wheel 6 is again stepped around another notch or step by 'energization of the magnet S through contacts b, and 65,, and then finally holding coil C is deenergized, whereupon the wheel 6 is again stepped around another notch or step by energization of the magnet t5 through contacts I), and It is accordingly true, then, that the magnet S has been consecutively and separately and distinctly energized by the falling of the armatures a a (a, and a, in the order named, notwithstanding the fact that their corresponding vehicle of time, or simultaneously, and in a differcut order.

The resistances r, to r, serve the purpose of preventing corresponding holding coils C, to G, from being deenergized by shunting them through low resistance paths through the contacts m m etc.

Fromthe foregoing it will be understood that the number of magnets and associated vehicle controlled contacts may be either greater or less than the number illustrated and described.

While in Fig. 1 I have described vehicle controlled contacts of the character of 0 to c, all controlling magnet S for actuating a step-by-step mechanism or for setting signals, it will be understood that some of the magnets or solenoids may control a signal setting magnet while the others may control a signal clearing magnet. In other words, some of the magnets may control one magnet for any purpose and others may control one or more other magnets for any other purpose or purposes.

Such an arrangement is illustrated in Fig. 2 where the magnets M and control the magnet S, while the magnets M M, and M control the magnet K, which may be a signal clearing magnet for actuating the notched wheel 6 of the step-by-step mechanism in direction opposite to that effected by the magnet S. In this case the magnets M, and M, are controlled by the directionally responsive vehicle controlled switch comprising the contact 0 which connects the contact 0 with the conductor 1 upon vehicle movement toward the left, and connects contacts 0, with the conductor 1 in response to vehicle movement toward the right. Similarly the vehicle controlled contact c connects contact 0 with the conductor 1 in response to vehicle movement toward the left and connects contact 0. with conductor 1 in response to vehicle movement toward the right.- The mode of operation is otherwise that described in Fig. 1 as to successive release of the armatures of the magnets M and M Some of these armatures, however, control only the magnets S, while others control magnet K, as described.

This same principle is obviously applicable to the arrangements of Figs. 4 and 5, in which a magnet or magnets in addition to S may be controlled by some of the magnets M etc. r

In Fig. 3, one of the electro-magnets or solenoids, as M is shown as provided with a time element device for insuring that the core or armature of the controlled magnet, as S, shall have time to complete its forward and return strokes. It is to be understood that all of the magnets, M to M,, of Figs. 1, 2, 4 and 5 may be so equipped.

The armature or core a has secured there to a rod 29 to which is pivoted at 30 a latch or hook 31 pressed by spring 32 against stop 33. A spring 34 raises the armature a to its normal unattracted position, the bar 35 secured to said armature coming against a stop 36. To a stationary bracket or other suitable member 37 there is pivoted at 38 the long period pendulum 39 comprising the weights 40 and41 disposed at the ends of arms of different lengths. Non mally the pendulum rests in the position in dicated against a stop 42. A lug 43 is secured to the pendulum and is adapted to be engaged by the latch or hook 31. The arm 44 carries a contact 6, connected with conductor 1, which is adapted to engage the contact cl carried on the end 0]": the blade spring 45 normally engaging the stop 46, the contact cl being connected to one terminal of the magnet S, whose other terminal is connected to the earth or return con ductor E.

Theoperation is as follows:

When the contact 0 is brought into connection with conductor 1 by a passing vehicle, the magnet or solenoid M is won gized and the armature a is attracted downwardly in opposition to spring 34. Immediately the armature 0 starts clownwardly the contact 47 carried thereby engages and connects the spring contacts 48 and 49, which is a modified form of contact m of Fig. 1, to control the holding coil circuit. It will be understood, how ever, that more contacts be made by supplying further spring contacts and bridging members, as for the purpose illustrated in Fig. 4, to take the place of con tacts 0 29 (1 etc.

By the downward stroke of the armature a end of latch 31 engages lug 43 and is deflected in counter-clock wise direction about its pivot '30 in opposition to spring 32, which restores it to normal position after passing beneath the lug 43, the hook then engaging on the under side of the lug 43. When the magnet or solenoid M, is de energized, the spring 34 returns the armature to normal position indicated and the latch 31 accordingly rotates the pendulum in counter-clockwise direction on its pivot 38, bringing contact 7; into engagement with contact cl and in so doing deflecting the spring 45. The magnet S is accordingly energized. Due to the rotation of the pendulum, the hook 31 will disengage from lug 43, and the pendulum will then slowly return to normal position, the magnet S remaining energized until in the return move ment the spring 45 engages stop 46, where upon contact 72 will separate from contact and this does not occur until armature a has almost reached its normal position.

In the system illustrated in Fig. 4, holding coils are dispensed with, and the magnets themselves employed to retain their armatures which are released in a predetermined order of succession.

In this system the armature a, is adapted to engage three contacts 0 p and of which 9, is connected through resistance 8 with one terminal of the'magnet M which is connected to the vehicle controlled contact 0 Contact p, is connected with contact p and through resistance 8,, with the vehicle controlled contact 0 and one terminal of magnet M Contact 0 is connected with contacts 0 and 0 and through the resistance 8 with one terminal of the magnet M and the contact 0 The armatures a, to a, arev all connected to the conductor 1 through conductor 24 with which are connected also the contacts al to d Whose cooperating switch levers b, to b, are connected to one terminal of the electro-magnet S, these switch levers being insulated from but actuated by their respective armatures.

The operation of the system as illustrated in Fig. 4 is as follows:

Whatever the number of magnets, or the order in which they are energized, their armatures will be released in a predetermined order of succession and cause distinct and successive energizations of the magnet S.

Assuming, for illustration, that magnets M M and M are simultaneously or substantially simultaneously energized, through their respective Vehicle controlled contacts, they will attract their armatures, armature a, into engagement with the three contacts 0 p, and g and a into engagement with contact 0 and a merely into engagement with its front stop. Armature a it will be understood, has not been attracted. Accordingly, current will flow from conductor 1 through conductor 24 through armature a, and through contact 9, and resistance s5 through winding of magnet M to earth or return conductor E. g The magnitude of the resistance 8 is such that it limits the current through the magnet M to such extent that attractive force produced by ,magnet M is not suflicient to attract its armature a,, but, having been previously attracted by sistance s is mil.

current delivered through contact 0 the attractive force would be strong enough to holdthe armature a, attracted. However, in the present instance, the armature a is not attracted, and therefore the effect of the current passing through contact 9 and re- However, current also passes from armature a, through contact 39 through resistance 8 and thence through the winding of magnet M, to earth or return conductor E, and since the armature a has previously been attracted by current delivered to the magnet through the contact 0 this current is sufficient to hold the armature a attracted, so long as armature a, is in engagement with contact 12 And simultaneously, current passes from armature a, to contact 0 through resistance 8, through magnet M which has been previously energized through its contact 0 and therefore retains the armature a attracted so long as armature a is in engagement with contact 0 When magnet M is deenergized, however, the armature a, falls and in sodoing causes closure of switch 6,, d, to cause first energization of magnet S. Armature a, does not separate from its cooperating contacts until it has almost reached the limit of its downward travel, whereupon circuit is broken at all of these contacts with the result that the current through magnet M is interrupted, and its armature 'a falls and causes the switch 6 (Z, to produce a second energization of magnet S. Though armature a, has separated from its contact 0 the current through magnet M is not interrupted because of the engagement or armature a with contact 0 which allows current to pass from conductor 1, conductor 24, armature a contact 0 and resistance 5 to the winding of the magnet M In other words, after de energization of magnet M magnet M holds the circuit of magnet M closed. However, as armature a falls, it eventually separates from contact 0 near the end of the downward travel of armature a thus finally interrupting the current through magnet M which, upon deenergization, drops its armature a with the result that the magnet S is for a third time energized through switch 03 It ivill' be understood that with each of the armatures (1 to a may be associated a time element device of the character described in connection with Fig. 3.

In the system illustrated in Figs. 5 and 6, the restraint of the armatures after the mag nets have been denergized in response to departure of the trains or vehicles from their associated vehicle controlled contacts, is effected by mechanical means.

Th armatures a, to a, cooperate, respectively, with the cam levers If, to t, pivoted, respectively, to fixed supports, at u, to u .2 cooperating the cam levers to tghaving the cam surfaces o to 0 respectively, adapted to be en gaged by the armatures a to (4,. The levers t, to t, have pin and slot or other su1table connections with their respective latch bars L, to 11,, which are guided for longitudinal movement by any suitable guides, as rollers 28. The cam levers t, to t are biased toward their normal positions by springsw to one end of each tension spring being connected to a cam lever, and its other end to a fixed part. The latch bar L has pivoted thereto the latches to 00 cooperating respectively with the armatures a, to a The latch bar L has pivoted thereto the latches 3 3 and 12 associated, respectively, with the armatures a a, and a The latch bar L has pivoted thereto the latches z, and with the armatures a, and a respectively. And the latch bar L, has pivoted thereto the latch 2 cooperating with armature a,. Each of these latches is pressed by a spring 26 against a stop 27 on the corresponding latch bar. Each of the cam surfaces '0 to o, is of such shape that when the corresponding armature is attracted, it will tilt the cam lever about its pivot in opposition to the spring and move-the latch bar longitudinally and thereby carry the attached latches into the path of travel of the other armatures. And the latches are so shaped that ii they are in position to which they have been actuated by the armature, the associated armature, it attracted, will defleet the latch against its spring 26 and ride up beyond its tip and-rest upon the top of it, thus being restrained from falling or return stroke movement.

The operation of the system illustrated in Fig. 5 is as follows:

Assuming the magnet M to be energized through its vehicle controlled contact 0 it will attract its armature a upwardly, and in so doing deflect the cam lever t, with resultant movement of the latch bar L, which will carry the latches 00 to with it. If, at the same time or shortly thereafter, another magnet, as M is energized through its vehicle controlled contact, its armature a will be attracted upwardly and in so doing will engage and deflect the latch 00,, against its spring 26 and ride up above the latch, which will immediately be returned against its stop by the spring, and the armature a, will then be retained in attracted position after deenergization of magnet And the upward movement of the armature a has similarly actuated the cam lever 15, to actuate the latch bar L and the latches a, and 2 carried thereby, so that if either or both of magnets Vi, or is simultaneously or substantially simultaneously energized, either or both armatures a, or a, will engage and deflect and then be held in attracted position by the latches e, and 2 respectively.

Assuming, however, that only magnets M and M, are energized, upon deenergization of magnet M its armature a, will fall and the switch (Z Z) will cause the first energization of magnet S. The shape of the cam surface '0 is such that, during the first part of the falling movement of the armature a the cam lever 25, is kept in its deflected position, with the result that the latch bar L and the attached latches are also kept in their deflected position. Near the end of the downward travel of the armature a that lower part of the cam surface 12, is traversed which allows the spring to, to restore the latch bar L and latches carried thereby, to normal position. the armature a, will drop, because the latch 00,, has been withdrawn from below it, and in falling the armature a causes the switch (Z b to give a second energizationto the magnet S. And if the magnets M, and M for example, had also been energized, their armatures a, and a, would be successively released, with resultant successive independent e nergizations of magnet S.

And it will be understood that with each of the armatures a to a may be associated a time element device of the character described in connection with Fig. 3.

By all of the arrangements hereinbefore described, whatever may be the order of succession of the simultaneous or substantially simultaneous closure or rupture of a circuit at independent switch contacts, as vehicle controlled or other contacts, such circuit closures or ruptures will be caused to effect their ultimate controls in a predetermined order of succession and without overlapping or confusion.

And so far as the signaling art is concerned, it will be noted that a signal setting magnet, a signal clearing magnet, a stepby-step mechanism, a car counting mechanism, or any other translating device, which should be controlled separately and distinctly in response to various car or train movements, is so controlled, notwithstanding the fact that a plurality of train or car controls may be simultaneously or substantially simultaneously instituted. The effects of such simultaneously or substantially simultaneously instituted train or car controls produce their record or effect decidedly separately and dis-simultaneously.

It will be understood that my invention is in no wise limited to the number of mag nets or relays M M etc, or their associated energizing or control circuits, for my invention may be present when only two contacts or circuits are adapted'to control the electromagnet or translating device S, and may also be present with a greater number oi? magnets or relays and associated control contacts or circuits than herein illustrated.

It will be understood that the wheel 6 or The result is that then.

other step-by-step mechanism may be actuated, without recourse to an electromagnet as S, by any well known mechanical cou pling between each of the armatures a a etc.-, of Figs. 1 to 4, and the oscillating element carrying the pawl which actuates the wheel 6, this being an obvious equivalent of the arrangement shown. Any known mechanical connection by which the shaft of the switch disk 8 may be actuated by the armatures a a etc., may be substituted for the equivalent electro-magnetic connection shown; or each armature may so directly actuate a wheel 6, all such wheels being mechanically connected to the same shaft.

It will be understood that if the armatures or the magnets M M etc., are manually or otherwise actuated, as, of course, they may be, the magnets and their system of control would serve merely to retain the armatures for proper periods of time and in sure their consecutive release as described.

That I claim is:

1. The combination with a translating device, of a pluralityof magnets and their armatures controlling the same, means for energizing said magnets simultaneously or substantially simultaneously, and means preventing release of said armatures except in predetermined order of succession, each of said armatures controlling said translating device only during one direction of movement.

2. The combination with a translating device, of a plurality of magnets and their armatures controlling the same, means for energizing said magnets simultaneously or substantially simultaneously, and means preventing release of said armatures except in predetermined order of succession, each of said armatures controlling said translating device only during its movement after release. 7

3. The combination with a translating device, of a plurality of magnets and their armatures controlling the same, means for energizing said magnets simultaneously or substantially simultaneously, and means preventing release of said armatures except in predetermined order of succession comprising for each magnet a circuit controlled by another of said magnets for maintaining said each of said magnets energized until after deenergization of said other of said magnets, each of said armatures being inclependent of mechanical control by the others.

4. The combination with a translating device, of a series of magnets and their armatures controlling the same, switches controlling said magnets simultaneously or-substantially simultaneously, and means preventing movement of said armatures except in predetermined order of succession comprising a second switch for controlling each of said magnets, the armatures of said magnets controlling said last named switches in succession. i

5. The combination with a translating device, of a series of magnets and their armatures controlling the same, switches for energizing said; magnets simultaneously e1.- substantially simultaneously, means preventing release of said armatures except in pre-- determined order of succession comprising for each magnet of the series a circuit adapted to energize a magnet to hold its armature, and switches controlled by said armatures in succession controlling said circuits.

6. In a signaling system, the combination with a plurality of circuits, of a switch for each of said circuits, movable means operat ing a plurality of said switches, a translating device adapted to be controlled by said circuits, a plurality of switches controlling the circuit of said translating device, an electro-magnet in each of said vehicle controlled circuits controlling one of said switches, and means insuring release of the armatures of said magnets in predetermined order of succession notwithstanding simul taneous or substantially simultaneous energization of said magnets.

7. In a signaling system, the combination with a plurality of vehicle controlled circuits, three or more in number, of a translating device adapted to be controlled by said circuits, a plurality of relays, one for each of said circuits, tongues 01'' said relays controlling said translating device, and means releasing the tongues oi": said relays in predetermined order of succession.

8. In a signaling system, the combinatio with a plurality of vehicle controlled circuits, three or more in number, of a relay in each of said circuits, tongues of said relay, a translating device controlled by said relays, said translating device controlled only during movement of the tongues of said relays in one direction, and means preventing return of said relay tongues except in predetermined order of succession.

9. In a signaling system, the combination with a plurality of vehicle controlled circuits, of a relay in each of said circuits, a tongue for each relay, a translating device controlled by said relays, said translating device controlled only upon return of the tongues of said relays to their normal positions, and meansinsuring return of said relay tongues to their normal positions suc- 'cessively.

10. In a signaling system, the combination with a plurality of vehicle controlled circuits, of a translating device adapted to be controlled thereby, a relay in each of said circuits, the movable member of each relay controlling the circuit of said translating device and controllinga magnetizing circuit ofanotherrelav for restraining the movable member thereof after termination circuits, of a translating device adapted to be controlled thereby, a relay in each of said circuits, the movable member of each relay controlling the circuit of said translating device and controlling a magnetizing circuit of another relay for restraining the movable member thereof after termination oi? its control. by a vehicle controlled circuit, whereby the movable elements of said relays return to their normal position in predetermined order of succession.

12. in a signaling system, the combination with a plurality of vehicle controlled circuit-s, a relay in each of said circuits, a translating device controlled by said relays, resistances, the windings of said relays controlled by others of said relays through said resistances limiting the current to such value as to prevent actuation of their movable members but to restrain said movable members after having been actuated by current in said control circuits.

13. The combination with a translating device, of a plurality of magnets and their armatures adapted to independently control the same, means for energizing said magnets simultaneously or substantially simultaneously, and means preventing release of said armatures exceptin predetermined order of succession, each of said armatures being independent or" mechanical control by the others.

14. The combination with a translating device, of a plurality of magnets and their armatures controlling said translating device, means for energizing said magnets simulta ieously. or substantially simultaneously, means for restraining the armatures of said magnets after deenergization of said magnets, said armatures being released in succession in response to release of one or more of them. 7 V

15. The combination with a plurality of movable members each normally in one po-- sition, means for moving said members independently of each other to their other positions, means for holding said members in their said other positions after discontinuetion of the forces moving them thereto,said

members being released in succession in re-' sponse to release of one or more of them.

. 16. The combination with a translating device, of a series of magnets and their ar-' matures controlling the same,swit ches for.

energizing said magnets simultaneously or substantially simultaneously, means preventing release of said armatures except in pre-" determined order of succession comprising for each magnet of the series a circuit adaptmatures in succession controlling said circuits, said armatures controlling said translating device only during movement after their release. I

17. The combination with a translating device, or a series of magnets and their armatures controlling the same, switches for energizing said magnets simultaneously or substantially simultaneously, means preventing release of said armatures except in predetermined order of succession comprising for each magnet of the series a circuit adapted to energize the magnet to hold its armature, and switches controlled by said armatures in succession controlling said circuits, said armatures controlling said translating device only during movement after their release, said armatures prolonging closure of the switches controlled thereby.

18. The combination with 'a translating device, of a series of magnets and their armatures controlling the same, switches for energizing said magnets simultaneously or substantially simultaneously,means preventing release of said armatures except in predetermined order of succession comprising for each magnet of the series a circuit adapt; ed to energize the magnet to hold its armature, and switches controlled by said arma tures in succession controlling said circuits, said armatu es controlling said translating device only during movement after their release, said armatures prolonging closure control thereof, and switches controlling said circuits and controlled by said armatures, the armature of one of said magnets controlling switches of the control prolonging circuits of the remainder of the magnets of the series, and the others of the armatures of said magnets controlling progressively less numbers of switches.

20. The combination with a translating device, of a'scries of magnets and their armatures controlling the same, means for controlling said magnets simultaneously or substantially simultaneously, and means preventing release of said armatures except in predetermined order of succession, said means insuring control of saidtranslating device by said armatures in a predetermined order of succession and comprising a circuit for each of said magnets for prolonging the control thereof, and switches controlling said circuits and controlled by said armatures, the armature of one of said magnets controlling switches of the control prolonging circuits of the remainder of the magnets of the series, the others of the armatures of said magnets controlling progressively less numbers of switches accordingly as said armatures eflect later controls of said translating device. I

21. The combination with a translating device, of a series of magnets and their armatures controlling the same, means for energizing said magnets simultaneously or substantially simultaneously, and means preventing release of said armatures except in predetermined order of succession comprising for each of said magnets a circuit for maintaining the same energized independently of said first mentioned means, an armature when attracted closing and prolonging closure of said circuits of all magnets whose armatures are to be released later.

22. The combination with a translating device, of a series of magnets and their armatures controlling the same, means for energizing said magnets simultaneously or substantially simultaneously, and means preventing release of said armatures except in predetermined order of succession comprising for each of said magnets a circuit for maintaining the same energized independently of said first mentioned means, an armature when attracted closing and prolonging closure of said circuits of all magnets whose armatures are to be released later, each of said armatures controlling said translating device only during movement after its release.

23. The combination with a translating device, of three or more magnets'and their armatures controlling said translating device, a plurality of contact devices for controlling said magnets respectively, means for operating said contact devices simultaneously or substantially simultaneously, and means preventing release of said armatures except in predetermined order of succession.

25. The combination with a translating device, of a plurality of magnets and their armatures controlling said translating device, operation of said translating device being effected by the operation of any one of said armatures independently of the others, means for energizing sai'd magnets simultaneously or substantially simultaneously, and means preventing release of said armatures except in predetermined order of succession.

26. The combination with a translating device, of a plurality of magnets and their armatures controlling said translating device, means for energizing said magnets simultaneously or substantially simultaneously, and means preventing release of said armatures except in predetermined order of succession, each of said armatures being independent of mechanical control by the others.

In testimony whereof I have hereunto affixed my signature in the presence of the two subscribing witnesses.

HORACE O. KNERR.

Witnesses:

ALIoE S. MARSH, ANNA M. ZORN.

Copies of this patent may be obtained for five cents each, by addressing the Gommissioner of Patents, Washington, D. G. 

